Railway track switch controlling apparatus



Nov. 10, 1936. J J. VANHORN 2,060,488

RAILWAY TRACK SWITCH CONTROLLING APPARATUS Original Filed Feb. 19, 19352 Sheets-Sheet l .QNXN GSMM Q N QQWN M M B n h R Y $53 WQQW mm ,r M Q Qw W M m $5 90 90 @N W 4 m R I 3 Fl ETAIM 8 R53 mm Q gw mm m Q MEN @3 Q aA J m m Rm @m MSG NSQ MR s XL NEH flmi 5% $5 NOV. 10, 1936. J J VANHORN2,060,488

RAILWAY TRACK SWITCH CONTROLLING APPARATUS Original Filed Feb. 19, 19352 Sheets-Sheet 2 F i L 1 U LMIZ 7213 R E N 0 l i E I 13 11 0 RW NW n iWL 0 I 4 I\L 51A W1? '25 flx l g 53 l L Ix k :60 I x fz'g Kg 55 #x 8 Fx|INVENTOR James J anhozzn.

HIS ATTORNEY Patented Nov. 10, 1936 UNITED STATES PATENT OFFICE RAILWAYTRACK SWITCH CONTROLLING APPARATUS Original application February 19,1935, Serial No. 7,234. Divided and this application July 24,

1936, Serial No. 92,409

10 Claims.

My invention relates to railway track switch controlling apparatus, andmore particularly to a means for safeguarding the operation of aremotely controlled power operated switch under conditions where localoperation of the switch is required.

The present application is a division of my copending application,Serial No. 7,234, filed February 19, 1935, for Railway track switchcontrolling apparatus.

I will describe several forms of apparatus em bodying my invention, andwill then point out the novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view illustratingone form of apparatus embodying my invention. Figs. 2 and 3 arediagrammatic views illustrating modifications of a portion of Fig. 1,each also embodying my invention.

Similar reference characters refer to' similar parts in each of theseveral views.

Referring first to Fig. 1, the reference character T designates asection of single railway track including a track circuit having a trackrelay des-- ignated by the reference character TR. The section Tcontains a track switch designated by the reference character W. Theswitch W, as here shown, connects to one end of a passing siding. To theleft and adjacent section T is a section of single track designated bythe reference character RA. The section RA is provided with a trackcircuit having a track relay designated by the reference character RAR.To the right and adjacent section T is a section of single trackdesignated by the reference character LA. The section LA is providedwith a track circuit having a track relay designated by the referencecharacter LAR. Each of the track circuits in sections RA, T and LA isprovided with a track battery designated by the reference character B.The switch W may be operated by a suitable mechanism, here illustratedas the well-known electropneumatic type, and designated by the referencecharacter U. The mechanism U may be caused to move the switch W betweenits normal and reverse positions by the energization of a normal magnetN or a reverse magnet R, provided a lock magnet L is energized. Thenormal and reverse magnets N and R are governed by a switch controlrelay WR which, as pointed out in detail hereinafter, may be controlledfrom a remote point; and the lock magnet is controlled by a switchindicating relay KR.

The mechanism U is also provided with local control means here shown asa manually operable lever H adjacent the switch W, and with suitableselecting means for placing the mechanism under the control of the relayWR or the lever H. The selecting means may be of any suitable form andis here illustrated as a manually operable selector lever S including anormally deenergized relay designated by the reference character WL. Thelocal switch operating lever H has a normal position n and a reverseposition 1, and is provided with a contact 1 closed only when the leveroccupies its normal position and with a contact 8 closed only when thelever occupies a reverse position. The selector lever S also has anormal position 11 and a reverse position 1" and is provided with acontact 4 closed only when the lever occupies its normal position andwith a contact 5 closed only when the lever occupies its reverseposition. It is apparent from the drawings that when lock relay WL isdeenergized, the mechanism U is under control by relay WR, and that whenlock relay WL becomes energized in response to the reversal of selectorlever S, the mechanism U is under control by contacts 1 and 8 actuatedby local switch operating lever H.

The relay WR is controlled by relays designated. by the referencecharacters NW and RW which, as here shown, are controlled from a remotepoint by a contact 2 actuated by a manually operable lever Ll. Therelays NW and RW may also be controlled by other suitable means, such,for example, as by a centralized traffic control system one type ofwhich is disclosed in the application of Lloyd V. Lewis, Serial No.373,675, filed June 25, 1929.

The signals LHA, LI-IB, RHA and RHB, for governing traflic passing overswitch W, are controlled by signal control relays LAHR, LBHR, RAHR andRBHR, respectively, which in turn are controlled by directional signalrelays RH and LH. The relays RH and LH, as here shown, are controlledfrom a remote point by a contact 3 actuated by a manually operable leverL2, but may also be controlled by any other suitable means, such, forexample, as described in the previously cited Lewis application. Whenany of the signal control relays, such as LAHR, is deenergized, thecorresponding signal displays a stop indication, and when such relay isenergized the corresponding signal is caused to display a proceedindication, the well-known circuits for the control of the signal lampsor mechanisms by the signal control relays being omitted for simplicity.

The reference characters RMR and LMR designate approach locking relaysfor eastbound and westbound trafiic, respectively, which, as will beexplained more in detail hereinafter, prevent operation of the switchand signals under certain dangerous conditions.

Associated with the approach locking relays is a time element relayhaving a slow pick-up characteristic and designated by the referencecharacter TER. The relay TER has a back contact 62 which is closed onlywhen the relay is in its initial or deenergized condition and frontcontacts M and 2| which become closed at the expiration of a timeinterval after the relay becomes energized.

The reference character KR designates a switch indicating relay having aneutral armature which is energized only if the position of the switchis in agreement with relay WR, and a polar armature which assumes anormal or reverse position corresponding to the position of the switch.

In order to simplify the drawings, the relay contacts have not, in allinstances, been placed directly under the relay actuating such contacts.Each such contact, however, has been provided with a reference characterhaving a suitable distinguishing prefix corresponding to the referencecharacter of the actuating relay.

The approach locking relay RMR is provided with a pick-up circuit whichpasses from terminal X of a suitable source of current, through backcontact I!) of relay RAHR, back contact ll of relay RBHR, front contactl2 of approach track relay RAR, operating winding of relay RMR, andcontact 4 actuated by lever S to terminal O of the same source ofcurrent. The pick-up circuit also includes back contact l3 of detectortrack relay TR and front contact M of time element relay TER, eachcontact bridging contact l2 of relay RAR. The relay RMR is also providedwith a stick circuit which includes back contacts In and H of relaysRAHR and RBHR, and front point of contact l5 of relay RMR.

The approach locking relay LMR is provided with a similar pick-upcircuit which includes back contact l6 of relay LAHR, back contact I! ofrelay LBHR, front contact l8 of relay LAR, switch indicating contact l9,and contact 4 actuated by selector lever S. The pick-up circuit alsoincludes back contact 20 of relay TR and front contact 2| of relay TER,each contact bridging contact I8 of relay RAR and switch indicatingcontact IS. The relay LMR is also provided with a stick circuit whichincludes back contacts l6 and I! of the relay LAHR and LBHR, as well asfront point of contact 22 of the relay LMR.

The time element relay TER is provided with two operating circuits bothof which include contact 4 actuated by selector lever S. One circuitalso includes contacts I 0 and II of the relays RAHR and RBI-IR, backpoint of contact I5 of relay RMR, and front point of contact 23 of relayLMR. The other circuit includes contacts 46 and l! of the relays LAHRand LBHR, and back point of contact 22 of the relay LMR.

The switch indicating relay KR is provided with a circuit which includesback contact 24 of relay WL, switch indicating contacts 25 and 26 andpolar contact 29 of the relay WR.

The switch governs three contacts I9, 25, and 26. as well as contacts 42and 43, shown only in Fig. 3, in accordance with the switch position, byany usual and well-known means.

The relay WL is provided with a pick-up circuit which includes contact 5actuated by lever S, and with a stick circuit which includes backcontact 30 of relay WR and front contact 3| of relay WL.

The relays NW and RW, in addition to being controlled by contact 2 onlever L! are also controlled by contact 4 actuated by selector lever S,so that neither of these relays can be energized over the lever Ll,unless the selector lever S 0ccupies its normal position.

The lock magnet L is provided with a control circuit which includes backcontact 32 of relay KR. The normal and reverse magnets N and R arecontrolled, when the relay WL is dee ergized, by polar contact 33 ofrelay WR, and when the relay WL is energized, by contacts I and 8actuated by the local switch operating lever H.

The switch operating relay WR is provided with a control circuit whichincludes front and back points of contact 34 of relay RW, front and backpoints of contact 35 of relay NW, front contact 36 of relay TR, frontcontact 31 of relay RMR, and front contact 38 of relay LMR. It isobvious from the drawings without further explanation, as to the mannerin which relay WR is energized and its polar armature is caused to movebetween the normal and reverse positions in response to the actuation ofrelays NW and RW by lever Ll, provided the track relay TR and theapproach locking relays RMR and LMR are all energized.

The relay RAHR is provided with a circuit which includes front contact60 of relay LMR, back point of contact 5! of relay LH, back contact 62of relay TER, front contact 63 of relay TR, front point of contact 64 ofrelay RH, front neutral contact 65 of relay KR, normal point of polarcontact 66 of relay KR, and front contact E3 of relay LAR. The relayRBHR is provided with a similar circuit which passes over the same pathas just described for relay RAHR up to and including front neutralcontact 65 of relay KR, and thence through reverse point of polarcontact 66 of relay KR to relay RBHR.

The relay LAHR is provided with a circuit which includes front contact68 of relay RMR, front contact 89 of relay RAR, back point of contact 65of relay RH, front contact 63 of relay TR, back contact 62 of relay TER,front point of contact Bl of relay LI-I, front neutral contact 10 ofrelay KR, and normal point of polar contact H of relay KR. The relayLBHR is proided with a similar circuit which passes over the same pathas that described for relay LAHR up to and including front neutralcontact I0 of relay KR, and thence through reverse point of polarcontact H of relay KR to relay LBHR.

Having thus described in general the arrangement of the various parts, Iwill now describe the operation of the apparatus shown in Fig. 1.

With all of the apparatus in its normal condition as shown in Fig. 1, Ishall assume that a train, desiring to make switching movements over theswitch W, enters section RA. The entrance of the train into section RAreleases approach track relay RAR thereby opening front contact !2 ofrelay RAR in the pick-up circuit for relay RMR, which relay does notrelease, however, since the stick circuit for relay RMR is effectivethrough back contacts I!) and l l of relays RAHR and RBI-IR, and frontpoint of contact IE on relay RMR. I shall also assume that the train isbrought to a stop at signal RHA: and since local operation of the switchhas been found to be more convenient than remote operation for switchingmovements, a trainman proceeds to the switch and reverses selector leverS to condition the switch for local operation. The manipulation of leverS to its reverse position opens contact 4 and closes contact 5. Theopening of contact 4 deenergizes relays NW, RMR and LMR, and in additionprevents the energization of relay RW or relay TER. The closing ofcontact 5 energizes the relay WL. The releasing of relay NW releasesrelay WR and the stick circuit for relay WL is established through backcontact 35 of relay WR. The energization of relay WL opens its backcontact 24 thereby releasing relay KR, and opens the back points of itscontacts 39 and. Q63 thereby removing the control of the normal magnet Nand the reverse magnet R from relay WR. The releasing of relay KRestablishes the control circuit for the lock magnet L by the closing ofback contact 32 of relay KR, and interrupts the signal control circuitsby the. opening of front neutral contacts 55 and 10 of relay KR. Thesignal control relay circuits are also opened by the opening of frontcontacts 68 and Gil of the relays RMR and LMR, respectively.

Since the normal magnet N and the reverse magnet R are no longer underthe control of the relay WR and no signals may be caused to display aproceed indication, the switch W is now in a safe condition for localoperation.

The normal magnet N or the reverse magnet R may now be energized bycontacts I and 8 actuated by the lever H, to cause switch W to move bypower between the normal and reverse positions in response to thecorresponding manipulation of lever 1-1.

It will now be assumed, with the train again in section RA, that theswitching movements have been completed, that the switch W has beenplaced by lever H in its normal position, and that the selector lever Shas been returned to its normal position. The restoration of lever S toits normal position closes contact 4 and opens contact 5. The closing ofcontact 4 restores the control of relays NW and RW to the lever Ll,causes the time element relay TER to initiate its operation, energizesrelay LMR, and establishes a circuit for the energization of relay RMRas soon as front contact IA of relay 'IER becomes closed. The opening ofcontact 5 interrupts the pick-up circuit for relay WL so that relay WLmay be released upon the energization of relay WR. When the relay RMRbecomes energized by the closing of front contact M of relay TER, theclosing of front contact 3'! of relay RMR energizes the relay WR torelease the relay WL and thereby restores the control of the normal andreverse magnets N and R to the relay WR. The en-ergization of relay LMRwill close its front contact 66 to again establish the control circuitfor relay RAI-IR as soon as back contact 52 of r lay TER recloses, sothat signal RI-IA may be caused by the manipulation of lever L2 toindicate proceed for governing the movement of the train over the switchW.

It will now be assumed that the train, in response to the proceedindication displayed by signal RI-IA, enters section T preparatory toentering section LA. Upon the entrance of the train into section T therelay TR will be released. The releasing of relay TR will open itsfront'contacts 3 5 and 63 and will close its back contact When thesignal control relay RAHR became energized the opening of its backcontact l6 released the relay RMR to again interrupt the control of therelay WR by the opening of front contact 37 of relay RMR. The closing ofback contact E3 of relay TR will energize relay RMR and the opening offront contacts 36 and 63 of relay TR will interrupt the control of relayWR and signal control relay RAHR, respectively. It will now be assumedthat the train has cleared section T and the relay IR will again beenergized to reestablish the control circuits for the switch controlrelay WR and the signal control relay RAHR.

In the event the position of the switch W and the position of the polararmature of the relay WR are in agreement, it will be seen that theswitch W remains in its initial position upon the transfer of themagnets N and R to control by the relay WR following the release ofrelay WL in response to the energization of relay WR. If, however, theposition of the switch W and the position of the polar armature of therelay WR are in disagreement, the switch W will be caused. to move to aposition to correspond to the position of the polar armature of therelay WR upon the assumption of control of the magnets N and R by relayWR. If, at this time, the switch is not in the position to govern thetrain to the proper route, it will, of course, be necessary to positionthe switch again by manipulation of lever Ll. This involves no sacrificein safety, however, since the relay WR cannot be actuated if thedetector section is occupied or if a signal has been caused to indicateproceed for permitting trafl'lc to move over the switch.

For remote control operation the approach locking relays RMR and LMRbecome deenergized upon the energization of any one of the associatedsignal control relays. The deenergization of either relay RMR or relayLMR prevents the op-eration of the switch and also prevents the clearingof the opposing signals. Assuming that signal RHA has been cleared togovern a train occupying section RA, it will be seen that relay RMR willbe deenergized and may again be energized provided signal RI-IA iscaused to indicate stop, by any one of three methods. First, by theclearing of section RA, secondly, by the occupancy of section T, andlastly, by the completed operation of the time element relay 'IER. Inthe event that the train neither clears section RA nor occupies sectionT, and it is desired to release the locking of the switch, this may bedone by placing signal RI-IA in the stop condition which will initiatethe operation of relay TER. Upon the expiration of a given timeinterval, which is necessary to prevent the pos sibility of changing theposition of the switch immediately in the face of an approaching train,the relay TER will have completed its operation to close contact M toestablish a pick-up circuit for relay RMR, thereby releasing the lockingof the switch and also establishing the control circuits for theopposing signals when other conditions governing the signals are safefor permitting the display of proceed indications. As has already beendescribed, my invention provides for a means for deenergizing eachapproach locking relay without initiating the operation of the relay TERwhen the selecting apparatus is operated to permit local operation ofthe switch, and further provides for the normal operation of the relayTER and the restoration of the usual control circuits for the relays RMRand LMR when the selecting apparatus is restored to its initialcondition. In other words, the approach locking becomes effective whenthe switch is conditioned for local operation and remains effective,after the switch has been conditioned for remote operation, until suchtime as the approach locking is released in the usual manner.

The apparatus, including relay LMR, will operate for a train approachingswitch W from the section LA or from the siding in the same manner asthat just described for a train approaching from the opposite direction,with the exception that, with the switch reversed, the pick-up circuitfor relay LMR would be opened by switch indicating contact l9 instead ofby front contact iii of relay LAR.

While I have shown the approach locking relays RMR and LMR controlledover one track circuit in approach to the switch, and released by theoccupancy of the detector section, it is understood that such controlsand releases for these relays need not necessarily be limited to onetrack circuit each.

In Figs. 2 and 3, signals RHA, RHB, LHA and LHB, relays RH, LH, RAR, TR,LAR, RAHR, RBI-IR, LAHR and LBHR with their control circuits, andportions of the control circuits for relays RW, NW, RMR, LMR and TERhave, for simplicity, been omitted. It is understood, however, thatwhile such signals, relays and circuits are not shown, they are employedin Figs. 2 and 3, in the same manner as shown in Fig. 1.

Referring now to Fig. 2, all of the apparatus here shown is identical tothat shown in Fig. 1, except that the control for the lock relay WL hasbeen modified. The relay WL is provided with a pick-up circuit which isenergized by contact 5 upon the reversal of the selector lever S, andwith two stick circuits. One stick circuit, effective when relay WR isin its normal position, includes front contact 3|A of relay WL, and theother stick circuit, effective when relay WR is in its reverse position,includes front contact SIB of relay WL. It is apparent from the circuitsthat relay WL may be energized upon the closing of contact 5, and may bedeenergized by the actuation of polar contact 33 of relay WR, if andonly if the selector lever S is returned to its normal condition andcontact 5 becomes opened. Under remote control, the mechanism U may becaused to move the switch W between its normal and reverse positions inresponse to the actuation of polar contact 33 of relay WR, by theenergization of the normal magnet M through back point of contact 39 ofrelay WL or the reverse magnet R through back point of contact 40 ofrelay WL. When the switch is conditioned for local operation by theenergization of relay WL upon the reversal of selector lever S, thecontrol of the normal and reverse magnets N and R is transferred overthe front points of contacts 33 and 40 of relay WL to lever H. It isreadily apparent that under these conditions the normal and reversemagnets N and R may be energized by the contacts 7 and 8 actuated bylocal switch control lever H so that switch W may be caused to movebetween its normal and reverse positions in response to thecorresponding manipulation of lever H. After local operation of theswitch, the magnets N and R may again be placed under the control of therelay WR by the actuation of the polar contact 33 to release relay WL,provided the selector lever S has been restored to its initialcondition.

In the event the position of the switch W and the position of the polararmature of the relay WR. are in disagreement, it will be seen that theswitch W will remain in its initial position upon the transfer of themagnets N and R to control by the relay WR when the relay WL becomesreleased in response to the actuation of the polar armature of relay WR.If, however, the position of the switch W and the position of the polararmature of the relay WR are in agreement, the switch W will be causedto move to a position to correspond to the position of the polararmature of the relay WR upon the assumption of control of the magnets Nand R by relay WR. If at this time the switch is not in the position togovern the train to the proper route, it will, of course, be necessaryto position the switch again by manipulation of lever LI. This involvesno sacrifice in safety, however, since the relay WR cannot be actuatedif the detector section is occupied or if a signal has been caused toindicate proceed for permitting traffic to move over the switch.

Referring now to Fig. 3, all of the apparatus here shown is identical tothat shown in Fig. 1, except that the control for the relay WL and thecontrol for the lock magnet L have each been modified. The relay WL isprovided with a pickup circuit which is energized by the closing ofcontact 5 upon the reversal of selector lever S, and with a stickcircuit which includes polar contact 44 of relay WR and front contact 3|of relay WL. It is apparent from the drawings that relay WL may beenergized upon the closing of contact 5, and may be deenergized by theactuation of polar contact 44 of relay WR, if and only if the selectorlever S is returned to its normal condition and contact 5 becomesopened. The lock magnet L is controlled by back contact 32 of relay KRwhen relay WL is deenergized and back point of contact 4| on relay WLbecomes closed, but is controlled by switch indicating contacts 42 and43 and contact 9 actuated by lever H when relay WL is energized andfront point of contact 4| on relay WL becomes closed. The switchindicating contact 42 is closed at all times except when the switch isreversed and the switch indicating contact 43 is closed at all timesexcept when the switch is normal. It is apparent from the drawings that,when relay WL is energized and the normal and reverse magnets N and Rare being alternately energized by contacts 1 and 8 in response to themanipulation of lever H, the lock magnet L will be momentarily energizedby the switch indicating contacts 42 and 43 through contact 9 actuatedby lever H, so that the mechanism U will be caused to operate the switchW between its normal and reverse positions. If it is desired, the lockmagnet L may be controlled direct over back contact 32 of relay KR, asshown in Fig. 2, thereby eliminating contact 9, contact 4| of relay WLand switch indicating contacts 42 and 43. After local operation of theswitch, the control may again be restored to the relay WR by theactuation of the polar contact 33 to release relay WL, provided theselector lever S has been restored to its initial condition, in the samemanner as described for the apparatus shown in Fig. 2.

From the foregoing description of the apparatus shown in Figs. 1, 2 and3, it will be seen that I have provided several forms of apparatussuitable for safeguarding the local operation, under its own power, of aremotely controlled power operated railway track switch. When the switchis conditioned for local operation, the switch is removed from controlby the remotely controlled apparatus and the signal control relaycircuits are interrupted to hold the signals in the stop condition. Theapparatus shown in Figs. 1, 2 and 3 further provides for the restorationof the switch to control by the switch control relay, only if theselector lever is returned to its normal condition and then only by theactuation of the switch control.relay. An additional safeguard is alsoprovided in that the switch will be maintained by power in the positionto which last operated, until such time as the control of the switch isagain assumed by the switch control relay. Furthermore, if eitherapproach section is occupied the switch may not be restored to controlby the switch control relay until the expiration of a measured timeinterval after the selector lever has been returned to its normalposition.

, In each of the forms of apparatus embodying my invention, it will beseen that I have provided a reliable and economical means for the localcontrol of a remotely controlled power operated railway track switch, inwhich, if the selector lever and the local switch operating lever areboth in either full normal or full reverse position, the switch, is ina. safe condition for traffic, regardless of whether the switch is underthe control of the switch control relay or under the control of thelocal switch operating lever. Furthermore, each form of my inventionprovides for the restoration of the switch to control by the switchcontrol relay, if and only if traffic conditions adjacent the switch aresuch as to permit this being done safely, and also provides, when theswitch is under the control of the switch control relay, for the displayof signal indications to govern the movement of traific passing over theswitch.

Although I have herein shown and described only a few forms of apparatusembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a railway trafilc governing device, mechanism foroperating said device, remote controlled apparatus for at timescontrolling said mechanism, a circuit controller adjacent saidmechanism, a normally deenergized lock relay, and manually operablemeans for energizing said lock'relay to transfer said mechanism tocontrol by said circuit controller.

2. In combination, a railway traflic governing device having twopositions, remote controlled apparatus capable of assuming differentconditions, means for operating said device to one position or the otherin accordance with the condition of said remote controlled apparatus, amanually operable means for conditioning said device for localoperation, a normally deenergized lock relay, means for energizing saidlock relay upon the operation of said manually operable means tocondition said device for local operation, means for removing saiddevice from control by said remote controlled apparatus when said lockrelay is energized, means for deenergizing said lock relay to restoresaid device to control by said remote controlled apparatus effectiveregardless of the position of said switch with respect to the conditionof said remote controlled apparatus, and means to maintain said devicein the position to which last operated until the device is restored tocontrol by said remote controlled means.

3. In combination. a railway track switch, a power mechanism foroperating said switch, remote controlled means for governing saidmechanism, a source of power, means for intermittently supplying powerfor the operation of said mechanism in accordance with the condition ofsaid remote controlled apparatus, a circuit controller, means fortransferring said power mechanism to control by said circuit controller,a pair of switch indicating contacts, and means including said pair ofswitch indicating contacts for intermittently supplying power to saidmechanism in accordance with the condition of the switch indicatingcontacts as long as the mechanism remains under the control of saidcircuit controller.

4. In combination, a railway track switch, apparatus controlled from apoint remote from said switch for at times operating the switch, meanslocal to said switch for at other times operating the switch, a selectorlever having a normal position in which said switch is conditioned foroperation by said remote controlled apparatus and a reverse positoninwhich said switch is conditionedfor operation by said local means, anormally deenergized lock relay a contact opened when said selectorlever is in its normal position, a circuit including said contact forcontrolling said lock relay, means for removing said switch from controlby said remote controlled apparatus when said lock relay is energizedupon the operation of said selector lever to its reverse position, andmeans for placing said switch under the control of traffic conditionsadjacent the switch when said lock relay is deenergized upon restorationof said selector lever to its normal position.

5. In combination, a railway track switch, a normal and a reverse magnetfor controlling movements of said switch to normal and reverse positionsrespectively, remotely controlled means for at times governing saidnormal and reverse magnets, means local to said switch for at othertimes governing said normal and reverse magnets, a normally deenergizedlock relay, means for energizing said lock relay, a first contactactuated by said local means, a second contact actuated by said localmeans, a circuit including said first contact and a front contact ofsaid lock relay for said normal magnet, and a circuit including saidsecond contact and a front contact of said lock relay for said reversemagnet.

6. In combination, a railway track switch, a

power mechanism for operating said switch,-

means controlled from a point remote from said switch for at timesgoverning said mechanism, means local to said switch for at other timesgoverning said mechanism, a normally deenergized lock relay, apparatusincluding said lock relay for selecting between said remote controlledmeans and said local means, a switch indicating relay for controllingpower supply to said mechanism, and a circuit including a. back contactof said lock relay for said switch indicating relay.

7. In combination, a railway track switch, a power mechanism foroperating said switch, remote controlled means including a polar relayfor at times governing said mechanism, means local to said switch for atother times governing said mechanism, a lever adjacent said switch forselecting between said remote controlled means and said local means, acontact operably governed by said lever and closed only when said leveris manipulated to transfer said mechanism to control by said localmeans, a stick relay, a pick-up circuit for said stick relay includingsaid contact, and a stick circuit for said relay including a neutralback contact of said polar relay.

8. In combination, a railway track switch, a power mechanism foroperating said switch, remote controlled means including a polar relayfor at times governing said mechanism, means local to said switch for atother times governing said mechanism, a lever adjacent said switch forselecting between said remote controlled means and said local means, acontact operably governed by said lever and closed only when said leveris manipulated to transfer said mechanism to control by said localmeans, a stick relay, a pickup circuit for said stick relay includingsaid contact, and a stick circuit for said relay including a polarcontact of said polar relay.

9. In combination, a railway trackswitch, a normal and a reverse magnetfor controlling movements of said switch to normal and reverse positionsrespectively, a polar relay having a normal and a reverse contact forgoverning said normal and reverse magnets, a circuit controller adjacentsaid switch, a stick relay for transfering said normal and reversemagnets to control by said circuit controller, a pick-up circuit forsaid stick relay, and two stick circuits for said stick relay oneincluding said normal contact and the other including said reversecontact.

10. In combination, a railway track switch, a normal and a reversemagnet for controlling movements of said switch to normal and reversepositions respectively, means remote from said switch for at timesgoverning said normal and reverse magnets, means local to said switchfor at other times governing said normal and reverse magnets, a normallydeenergized lock relay, apparatus for energizing said lock relay,operating circuits for said normal and reverse magnets governed by saidlocal means and including front contacts of said lock relay, andoperating circuits for said normal and reverse magnets governed by saidremote means and including back contacts of said lock relay.

JAMES J. VANHORN.

